Wagon-train.



W. ATKINS. WAGON TRAIN.

APPLICATION I' ILED SEPT. 19, 1910.

Patented Dec. 29, 1914.

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A TQQA EM W. ATKINS.

WAGON TRAIN. APPLIOATION FILED SEPT. 19, 1910.

Patented Dec. 29,1914.

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WAGON TRAIN.

APPLICATION FILED SEPT. 19, 1910.

1 9 1 @fi fitl a. Patented Dec. 29, 1914.

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WILLIAM ATKINS, 02: AiIBUBLN. NEw'uonK, Assmnon, BY DIRECT AND MESNE ASSIGNMENTS, 0F 'rnnun rounrns 'rp ELMORE 1v. ROSS AND WILLIAM A.

TICE, 36TH 0,,I, AUBURN. NEW roan.

WAGON-T AIN.

iaeaeai.

Specification of Letters Patent.

Patented Dec. so, rare.

Application mease tembeigis, 1910. Serial No. 582,678.

To all whom it may concern Be it known that 1, WILLIAM ATKINS, of Auburn, in the county of Cayuga, 1n the State of New York, have invented new and useful Improvements in VVagon-Tiaina f which the following, taken in connection with the accompanying drawings, is a full, clear, and exact description. v

This invention relates to certain improvements in wagon trains, and although it refers more particularly to two-wheeled dump wagons of the bottom dump type to be used in train in the construction of highways, and other road beds, it is evident that the main features of the invention are clearly applicable to other forms of wagons and thatthe combined elements forming the subject matter of this invention may be emconsiderably along the line or at different localities so that in some places, it will be possible to operate a train of two-wheeled wagons or carts by means of a traction-engine or other mechanical or animal power, while in other places it would be impracticable to operate more than a single tw0- wheeled cart by the same or different power. Furthermore, in this class of work where the wagons are necessarily drawn over ex-. tremely uneven surfaces in and for which four-wheeled dump wagons are now most commonly employed, the running gear as well as the-box or body '-s frequently subjected to excessive strains, thereby resulting in unavoidable breakage and incurring a large expense for repairs and replacement of the wagon.

The main object of my invention is to obviate so far as practicable, the difliculties attending the use of. the ordinary dump wagon by constructing a four-wheeled wagon in two-wheeled sections or carts and connecting such sections together in such manner as to permit a wide range of flexibility or independent movement of either section relatively to the other.

A further object is to provide means whereby the sections or wagons may be conplcd together indefinitely for-use as a train drawn by a single motive power as for example, a traction engine, whereby the sections may be readily uncoupled and used independently in connection with the same or a different motive power. 7

Another object is to enable the coupling or draw-heads between the adjacent ends of the wagon sections to be pivoted for lateral swinging movement or fixed against such movement at either end and thereby allow the leading sections to turn and th s determine the line of travel of the succee ing sections. In other words, I have sought to provide for the adjustment of the drawheads in such manner that one or a series of the wagons or sections may be draw'h from either end, and also to provide for the relative transverse tilting-of said sections and for the vertical tilting movement of the coupled wagons.

Other objects and uses relating to the couplings and also to the mechanism for controlling the operation of the bottom doors will be brought out in the following description.

In the drawings, Figures l-- and 2,- are respectively a top plan and a side elevation of a wagon train comprising in this instance two wagons or four cart sections embodyingi the various, features of my invention. igs. and --4 are transverse sectional views taken respectively on lines 3-3 and 4-4, Fig. 1-, showing opposite ends; 01': the same wagon section and the proper forms of couplings connected thereto. Fig. 5 is a' side elevation, partly in section, of one of the wagon boxes showing the couplings and door operating mechanism. Figs. 6- and -7-- are,;; respectively, an inverted plan and an opposite side elevation of the same box. Fig. 8. is an enlarged longitudinal vertical, secis an enlarged longitudinal sectional view,"

partly in elevation, of the couplings between the wagons. Fig. -l1-- is a top plan, partlyin section of the same coupling shown in Fig. --10.-. y

.In order that my invention may be clearly understood, I have shown in Figs. -1 and 2 a plurality of, in this instance, two

25 fixed hinge sections '-9 on the inclined ends of the box so that four-wheeled wagons 1, each comprising two bottom dump boxes or bodies 2 centrally mounted upon a pair of suitable wheels as 3- which are shown by dotted lines. Each wagon section is adapted to be used individually or independently of the others and for this purpose each dump box 2- is centrally supported upon an axle '4-, extending transversely of and under the box and supported in suitable hangers on the sides thereof, said box having. downwardly and inwardly inclined ends 5, the lower edges of which are disposed in substantially the same plane as, and the same distance from the axle forming intervening op'enings -6 Which extend from side to side of the box.

These openings are adapted to beclosed by separately movable doors -7- corresponding in area to that of their respective openings, each door being hingedly supported substantially midway between its front and. rear; edges upon one or more forwardly and rearwardly extending hinge bars 8' which are pivoted at their outer ends to the axes of the doors and their'movable supporting bars 8 are substantially parallel and extend transversely of the box in such manner as to effectively close the opening and permit inthe wagon or train dependent, swinging upon the supporti eg bars -8- when saiddoors are opened. The object of this independent movement of the doors is to permit them to more readily clear themselves, fromthe discharged load or other obstacles is moving. The doors 7- are'of sufficient rear to extend along the loweredges of the inclined ends 5- and axle .'twhen in their closedposition and under such conditions are tightly drawn against said lower edges or faces by their operating mechanisms, presently described, thereby reducing the liability of accumulations of dirt or otherforeign matter at the joints which might interfcrf withthe positive closing of the doors.

Each box jorsection 2 is equipped with a separatedoor controlling mechanism consistingin this instance of a single chain or cable 10} having its ends extended transvers under the inner edges'of the doors thiioughs'uitable guides-jll and secured by books or similar fastening means l2 to the outer face, of one side offt'he box as best seen in .Eig. 7-, the intermediateportionsot said chain being passed aroiindlidlei's -l3- on the opposite side of the box and around a suitable sheave 1 l at "the same side. This sheave 14 is mounted .in a yoke +15- which iscon nectedby a separate cable 16 toa 'otary gether by a draw-rod draw-heads 3(5-- motion of the doors length from front to wardly to the outer end of a rotary tubular shaft -18- which extends transversely of and is journaled in suitable hearings in the sides of the box just outside of one of the ends.

Either of the wagon sections or carts may be used individually but when used in train, the sections of each wagon are coupled to- -35- and opposite as best seen in Fig. -10--, while the wagons which comprise two of the sections are coupled together end to end by draw-bolts 37 and opposite draw-heads 38, as best seen in Figs. 8- and 9.

One end of each wagon section of the cart is equipped with one of the draw-heads -3,(5 an corresponding draw-rod -35-- while'the opposite end of the same cart is equipped with one of the draw-heads 38- and its corresponding draw-bar -37. Each draw-head -3G is connected at its inner end by a pivotal'bolt -39- to and between lower and upper horizontal guide plates -'t0 which are rigidly secured to the adjacent end of the dump box to permit the dump box and draw-head to swing laterally relatively to each other, and at the same time the plates 40. serve to prevent rela tive vertical movement of the guide plates and drawrhead. When the cart sections are connected 1 in train, this relative lateral swinging movement is only permitted between the rear end of the leading'cart and corresponding draw-head. The draw-head -3t3 on the forward end of the succeeding cart is locked against lateral swinging movement relative to its guide plates -4.0 by means of one or more, in this instance two, stop pins ,4l which are passed vertically tirough registering apertures in the fi plates -40 and in close proximity to 0p posite sides of the outer end of the drawhead when the draw-head is centrally positioned or parallel with the lengthwise center I at the right of Fig. i

which in'this instance is arranged in a ccntral opening 43 in the draw-head and is interposed between suitable shoulders or washers -t4- and 45 surrou'nding the adjacent portion of the draw-rod. The washer --4-:' abuts spring-pressed by the spring against a limiting stop vl6 on the draw-rod. This draw-rod is slidable endwise in a. corresponding opening -4;7 extending infrom the outer end thereof to a. point in proximity to the pivotal bolt $J-- where it terminates against an abutment l8- normally engaged by the correspondins end of the draw-rod -35- to limit the mpwise movementof said draw-rod in that dction. The opening -47-- is of substa tially thesame cross section form and size as the draw-rod -3 leaving just sufficient clearance to permit the latter to slide freely therein. It therefore follows that whdn the wagon sections are connected in train! the ends of the sections of each wagon are prevented from relati ve vertical movementbut at the sametime the leading wagon section is allowed to rock laterally upon the pivotal bolt 39 While the sectionv immediately following is held against such lateral swinging movement by the pins -4t1-, thus permitting the leading cart of each wagon to serve as a steering section for th? succeeding section.

In some mstances it is impracticable or inadvisable to turn the entire'train around end for end, under which conditions the motive power, such as a traction engine,

may be detached from the previously fastened end and connected to the o posite end of the train, whereupon it is simp y necessary to, remove the pins -t1 from the plates i0' in which they were previously placed and to re lace them in the corresponding apertures of the plates -40 of the adja cent qart which then becomes the follower.

In some instances it may be desired to remove the draw-heads to permit them tc he a used in connection with other wagon sec tions and for this purpose the pivotal bolts 39- are removable, being held in place by eotter-keys'or equivalent detachable fasteni g means. .When the draw heads are removed from between the plates 40 they may be readily detached from the draw-adds -35 by simply removing the st p pins 46- through the opening -3-, thus permitting the rod -35- to be withdrawnfrom the draw heads 36- and washers ,-.4 l and and spring 42-' and allowin the'corresponding end of the drawnod to be attached to a traction engine or other motor power.

- the stop pins- 41--, thus permitting either gra n head-( '36 to be shifted laterally to erent p ositions from the longitudinal center of the box and thereby causing the wheels f 'Iadja'cent wagon sections to travel side by side iii different paths for the purpose of rolling a greater surface area as the wagon or train is drawn in one diection or thebthel Each of the draw=heads -38- is adapted to swin or rock laterally between horizontal guide p ates #52 in a manner similar to the draw-heads -36- and for this purpose the inner end is connected to the plates 5i2 by a pivotal bolt -53 which is passed through a set of registering bolt openings therein and is held in place by a cottenkey 5 L so that the pivotal bolt may be removed to permit the removal of the draw-head when desired or necessary. These plates -52- are secured tothe end of the wagon box or section -2-- opposite that to which-the plates -40 are secured but are spaced apart vertically a greater dis tance than the plates l:0-- to permit vertical rocking movement of the corresponding end of the draw-rod -37-- therein as will be hereinafter described, the outer end 01 each draw-head being fitted with an easy sliding fit between the plates -52- to prevent relative vertical movement of said verse width of the openings being just sufficient to permit the free vertical rocking movement of the heads and rods relatively to each other and preventing relative lateral movement of the same parts.

' When the wagons are. connected together in train, the draw-bars 37- extend centrally through the openings 55 to points in, proximity to the pivotal bolts -53-- and play between the lower and upper sides of the inner ends of the draw heads, which sides are spaced apart vertically for this purpose. This draw-bar is preferably round in cross section and is journaled in a suitable rock-shaft or cross head -56- having opposite laterally projecting trunnions or j ourna'ls -5'7 which are journaled in bearings 58' in the.,adjacent ends of the sides of the draw-heads and are held in place by removable pins --59, the latter being passed throughiegistering apertures in opposite side s q'f the bearlng '58- to prevent withdrawall'if the rock shaft from the drawhead through the open side of the bearing, and at the same time permitting the same rock shaft to be removed when necessary by simply removing the pins -.-59. These rock 7 shafts-5(i are therefore journaled in the adjacent open ends of the draw-heads 38-- to permit relative endwise tilting of the draw-heads and carriages upon which they are mounted, under which conditions the inner ends of the draw-rods play vertically in the openings -55-. It is also apparent that by journalin'g the draw-rod 37 in the rock shafts or cross heads 56, the carriages upon which said drawrhe'ads are mounted may also rock or tilt transversely relativel to each other, the same being also true of t e carriages which are connected by the draw-rod 35' and draw-heads 36-.

The draw-bar -3'7 and its corresponding draw-heads 38 are yieldingly connected for relative endwise movement by coiled springs 60 which encircle the oposite ends of the draw-rod between. limiting stops --61 and 62rconsisting in this instance otwashers which are loosely mounted upon the draw-rod. The Washer 6l is held against the inner face of the rock shaft or cross-head -56- by the adjacent end of the spring -60,'while the washer 62 is held against a stop pin -63 by the adjacent end of the same spring which therefore tends to force the draw-rod endwise inwardly but such movement is limited by a stop shoulder consisting of a washer"(hl which normally engages the outer end" face of the rock shaft or cross-head -56 and is held in position by a stop pin G5- as best seen in Figs. -8 and It is now clear from the foregoing de scription that the draw-rod and rock shafts are free to turn and to move endwise relatively to each other with or against the action of the springs G0 which latter serve as shock absorbers or buffers to prevent sud den jerks or excessive strains upon the connections between the wagons or wagon sections when starting or in transit from one place to another, the same also being true of the springs 4.2- between the draw-rod -35-- and their corresponding draw-heads In order that the wagons or wagon sections which are coupled together by the draw-rod 37 and draw-heads '38 may be shifted laterally relatively to each other to cause their wheels to travel out of a-linement 'for the purpose of rolling a greater area of road surface, the plates ---52 are provided witl a transverse series of in this instance three apertures -66 for the reception of the pivotal bolt -53--, said plates being also provided with a. plurality of sets of apertures 67 for the reception of locking pins -68- by which the correspoinling draw-head may be locked against a latcral swinging movement upon the corresponding pivotal bolt. 53 as best seen at the right of Figs. 8 and 'lhcsc pins R-- scrve the same purpose in connection with the drawhcads lt as the pins ---llfor th draw-hcalls -38 and when the carriages are connected in train. the locking pins are only inserted in the trontcnd of each succeeding carriage, leaving the rear end of tween the plates -5 the preceding carriage and its draw-head free to rock relatively to each other, whereby each preceding carriage serves to steer or guide the next succeeding carriage. Like the draw-heads 36, the draw-heads -38- may be readily removed from beby simply removing the pivotal bolt 53, while the draw-bars 37 may be also readily removed from thefdraw-heads by simply removing the pins -59, thus permitting quick removal of the .springs -60- and washers 61 and (52 by withdrawing the pin 63. In this manner either of the carriages may be detached from the corresponding end of the draw-bar which end is equipped with means as an aperture 70 for receiving a suitable bolt or pin by which it may be readily attached to a traction engine or other motive power.

. What I claim is 1. A wagon train composed of two-wheel cars, each car having its opposite ends provided with separate pairs of opposed' plates, hollow drawheads pivoted to and between their respective pairs of plates, draw bars extending into their, respective draw heads and a rocking member journaled in one of the, draw bars and pivotally connected to the corresponding draw head.

2. A wagon train having the opposite ends of each of its units provided with separate pairs of fixed plates spaced apart vertically, hollow draw heads pivoted at one end to and between their respective pairs of plates, draw bars extending into their respective draw'heads and a rocking member jonrnaled on .one of the draw bars and pivoted to the corresponding draw head to swing in a plane at right angles to that of such draw head,

3. A wagon 'train having the opposite ends of each of its units provided with an axle and a dump box centrally mounted upon the axle, separate draw heads pivoted to opposite ends of the. apex, and separate draw heads for relative rotary movement, one of said draw bars being pivoted to its draw head for independent rocking movement.

4. A wagon train having the opposite ends of each of its units provided with an axle and a dump box centrally mounted nponthe axle, separate draw heads pivoted to opposite ends of the apex, separate draw bars connected to their respective draw heads for relative rotary' movement, one of said draw bars being pivoted to its draw heart for independent rocking movement, and means for holding the other draw bar against rocking movement relatively to its draw head.

5. A wheel-carriage having its opposite ends provided with laterally swinging draw-heads, separate draw-bars rotatable ment, and a rocking connection between the other draw-head and its corresponding draw-bar. 1

6. A wheel-carriage having its opposite ends provided with laterally swinging draw-heads and separate draw-bars slidable endwise in the draw-heads, each drawhead and its draW-bar being rotatable one upon the other, a rocking support journaled on one of the draw-heads and provided. with an opening in which the ad jacent draw-bar is slidable, yielding connections between said draw-bar and support, separate yielding connections between the other draw-head and -,its corresponding draw-bar, said yielding connections acting in the direction of length of said draw-bars.

7 A Wagon train having each of its units provided with an axle and a bottom-dump dump box centrally secured thereto, a draw head pivoted at one end to one end of the dump box, a cross head journaled on the opposite end of the draw head and rovided with an opening therethrough, a raw bar extending through said opening and yielding connections between the draw bar and cross head.

In Witness whereof I have hereunto set my hand on this 6th day of September 1910.

WILLIAM ATKINS, Witnesses:

' H. E. CHAsE,

E. F. SPEAKING. 

